Railway car structure



Feb. 22, 1938.

H. M. PFLAGER RAILWAY CAR STRUCTURE Filed Dec. 23, 1933 10 Sheets-Sheet 1 F) Harvey Feb. 22, lfi38. H. M. PFLAGER RAILWAY CAR STRUCTURE Filed Dec. 23, 1955 10 Sheets-Sheet 2 Feb, 22, 1938.; H. M. PFLAGER 2,109,275

RAILWAY CAR STRUCTURE 4 i fy-m- ZZWW Feb. 22,1938. I

Aver/veg 10 Sheets-Sheet 4 I I l I I I I I I I I I I I I I I I l I I H. M. PFLAGER RAILWAY CAR STRUCTURE Filed Dec FLTIIIIIIIIF I Feb. 22, 1938. H. M. PFLAGER RAILWAY CAR STRUCTURE Filed Dec. 23, 1933 10 She ets-Sheet s Arverr/or j Arxy/fg/aym v A/Iorny fle 2 4, 7 0 47 Feb. 22, 1938. H. M. PFLAGER RAILWAY CAR STRUCTURE Filed Dec. 23 1933 10 Shee ts-Sheet 6 Feb. 22, 1938. H. M. PFLAGER RAILWAY CAR STRUCTURE Filed Deb. 25, 1933 10 Sheets-Sheet '7 Feb. 22, 1938. PFLAGER 2,1o,75

RAILWAY CAR STRUCTURE Filed Dec. 23, 1933 10 Shets-Sheet 8 Feb. 22, 1938. H. M. PFLAGER RAILWAY CAR STRUCTURE l0 Sheets-Sheet 9 Filed Dec. 23, 1935 Ai/ornqy Feb. 22, 1938. H. M. PFLAGER RAILWAY CAR STRUCTURE Filed Dec. 23, 1933 l0 Sheets-Sheet l0 Patented Feb. 22,1938

' nmwar'caa s'rnuc'runn l ATENT OFFICE M. Pflager, sauna, Mm, unmito Gencnl Steel Castings rporation, Granite City,

Ill, a corporation: of Delaware muaaos'nmm zs,

as Claims. (91'. 105-2) My invention relates to a new and useful railway vehicle structure, and consists particularly in novel end construction of vehicles for highspeedtrains. T

Ordinary railway cars are coupled together at the center with couplers connected to the carsthrough springs, which allow limited motion between the cars.- In order that the connected cars may go around-curves, the end of each car, or the so-called vestibule thereof, is tapered laterally in each direction from the center so that the cars when rounding sharp curves will not come in contact at the corners. when the cars are operated on straight track, this tapering of the 15. ends leaves a substantial space of about three feet between theqadjacentcorners of thecars. which space extends inwardly to a passageway enclosure at the center of, the carsjorming a pocket. H The center enclosure is..,;on'ly-, high 20611011811 to allow headroom for passengers and employees, leaving a space betweenthe tops of the cars which also forms an air pocket.

The main object of the present invention isto. do away with these-spaces'which ofler great wind .5 resistance to cars when' traveling ata high rate ofspeed 1 .v

A more detailed obiectis to produce a-railway car or other vehicle so constructed-that when two of the vehicles are coupled-together, the entire space between the adjacent ends of thevehicles is surrounded by a-covering formed by shields or aprons substantially in line with thejsides, roof and bottom of the car. This hood forms a substantially smooth and unbroken surface between the cars and thereby greatly reduces the air resistance to the movement of the cars when running at high speeds.

The invention as herein illustrated is embodied in a railway car having what is termed a mov- Q v able end structurewhich is hinged at one side to a corner of the car body statlonary endstructure and is movable at the other side" so that it may travel inwardly and outwardly longitudinally of the car body.

The contour of this movable end structure at sides, top and bottom conforms substantially with the contour of the body so that when two of the cars are coupled together the side and roof portions-of the abutting movable end structures are substantially flush with the sides and roofs of the cars, thus greatly reducing the wind resistance and resulting in'the saving of power required to haul the cars at high speeds.

ing a strong buffer casting and corner post 193:. Serial N... voaaoe structure at the end of the car for carrying. the load of a movable end frame which is hinged to this buffer and corner post structure on one side of the car body, preferably the right hand side when facing outwardly. In addition to provid- 5 ing a strong and rigid support for the comer posts of t e car and for the movable end frame,

the buffer beam also provides a support and side, and bottomofthe car body, these aprons 15 a moving inwardly and outwardly in recesses provided in the car body fixed end structure The side apron is curved to a radius corresponding substantially; to the width of the car.

. While the movable end frame and its aprons go are carried primarily by hinges mounted on the buifer casting and corner post structure on. one side of the. car body, a supplemental supp rting member is provided on the other side of they car body which takes the form of a roller support as and stems inserted in the floor and roof supporting structure of the car body. Springs are mounted on the stems in order to position them outwardly to maintain the movable and frame in close contact with the opposing movable end so frame of the adjacent car regardless of whether the cars are on straight or curved track.

Several structures utilizing this general arrangement are shown in the' accompanying drawings, in which- Figure 1 is a top view of adjacent connected railway vehicles provided with the novel movable end structures.

Figure 2 is a side view of the same.

- Figures 3, 5, II and 15 are horizontal sectional 40 views showing the same and taken substantially on the corresponding section lines of Figure 4.

Figure 4 is an end view of one of the cars show ing the associated movable end structure in position. 1 45 Figure 6 is a detail vertical longitudinal section taken on the line 6-6 of Figure 4. p

Figures 8, 9, 11 and 12 are partial vertical longitudinal sectional views taken on the corresponding section lines of Figure 3, Figures 9, 11..

and 12 showing portions of one car only. 7 ,Figures 10 and 19 are half. vertical transverse This arrangement is accomplished by providrSCCt-iOIl-S taken on the corresponding section lines Figure 13 is a view of the end of one of the cars with the movable endstructure removed.

Figure 14 is a sectional view corresponding to Figure 3 but showing the cars at an angle as' when on a curve.

Figures 16, 17 and 18 are partial vertical longitudinal sections taken on the corresponding section lines of Figure 15.

Figure 20 is an end view showing a modified form of movable end structure.

Figures 21 and 22 are side and top views, respectively, of the same.

Figure 23 is a horizontal section taken on the line 2323 of Figure 20.

Figure 24 is a vertical longitudinal section taken on the line 2424 of Figure 20.

Figures 25 and 26 are end and top views, re-

spectively, of another form of movable end structure.

Figure 27 is a vertical longitudinal section taken on the line 2121 of Figure 25.

Figure 28 is a horizontal section taken on the line 2828 of. Figure 25.

Figure 29 is a horizontal section showing another form of buffer mechanism applied to a railway car equipped with the novel movable end structure and taken on the line 29-28 of Figure 32.

Figures 30 and 31 are detail vertical longitudinal sections taken on the corresponding section lines of Figure 29.

i Figure 32 is a detail end view of the movable and car body end structures in Figure 29.

Figure 33 is a vertical transverse section taken on the line 3333 of Figure 29.

Figure 34 is a horizontal sectional view of another modification and taken on the line 3434 of Figure 35.

Figure 35 is a partial end view of the same.

Figure 36 is a side view of the same, the adjacent car side plate being removed.

Figures 37, 38, 39, 41 and 43 are detail vertical longitudinal sectional views taken on the corresponding section lines of Figure 34. 7

Figures and 42 are detail vertical transverse sections taken on the corresponding section lines of Figure 34.

Figure 44 is a horizontal section showing still another modification and taken on the lin\ 44-'44 of Figure 45.

Figure 45 is a partial end view of the same.'

Figures 46 and 47 are detail vertical longitudinal sectional views taken on the corresponding section lines of Figure 44.

Figure 48 is a detail vertical transverse section taken on the line 48-43 of Figure 44.

The novel end construction may be utilized with substantially any type of vehicle which is operated in trains, but is particularly advantageous when used in connection with railway passenger cars as shown in the drawings. In Figures 1 to 10 are shown adjacent connected passenger car bodies A and B of identical construction and mounting the movable end structures C and D, also identical. Each car body includes a curved roof I, side walls 2 with window openings 3, and end walls, one of which is shown at 4, having corner posts l6 and 46a and intermediate end door posts 5 defining a relatively narrow center doorway equipped with a door 6 of any suitable type. The car underframe includes end sill 1, side sills 8, and center sills 8, and buffer beam Hi, all of which may be formed, as shown, in an integral casting. I

Projecting forwardly of the end 5111 1 0i each car is a vestibule platform structure (see Fig.- ure 7') including the buffer beam or platform end frame Ill extending substantially from side to side of the underframe at an angle to the longitudinal center line thereof substantially varying from a perpendicular line thereto, and longitudinal sills ll constituting extensions of the center sills 9 of the car and merging with the buffer housing 25. A horizontal web Ila. cooperates with center sill extensions H to form a pocket for resilient bufier mechanism, indicated at 28 in Figure 8.

The right hand side of the platform, shown as the lower part of Figure 7, is provided with a step opening l2 defined by the end sill 'l, the outermost portion of buffer beam iii, the step l3 and riser Na, and step support bracket l4. The step and riser and the step support bracket may be conveniently and advantageously formed integral with the end sill and buffer beam, as shown, in a manner to reinforce the platform adjacent the step opening.

Projecting above the bufier beam I0 is a vestibule end wall framing similarly disposed diagonally to the center line of the car (Figure 14). This framing includes substantial corner posts l5 and iii, a horizontal beam IT at approximately the level of the member l8 forming the top of the body end doorway (Figure 8), a box section top member I9 corresponding in curvature with the top I of the car, and vertical struts 20. The corner post I5 is of substantial box section construction and tapers from bottom to top and is provided with hinge lugs 2|, 22, 23 and 24 for the movable end structure. The tapering corner post provides substantial support for the associated movable end structures, to be described hereafter, and also provides better reinforcement for the platform adjacent the step opening.

Projecting forwardly from the center portion of the buffer beam I0 is the buffer housing 25 which may be of any suitable form but which is depressed on its top surface, as at 26, to provide space for the diaphragm bottom apron 21 (Figures 8 and 9). The bufiing device shown includes single buffer stem 28a, relatively narrow mushroom head 28b, and buffing resistance 28. The ends of the center sills 9 may be provided with the usual draft lugs (not shown) for cooperation with draft mechanism, indicated in part at 29a in Figure 4, and the ends of the center sills are braced by transverse structure 29 to which may be secured a suitable draw bar carry iron.

The vestibule floor plate 30 is mounted on the end sill I and the diagonally disposed bufler beam l0 but projects outwardly beyond the buffer beam as shown in Figures 8 and 9. The outwardly projecting portion of flooring 30 is supported from the vestibule end framing above the buffer beam by means of a series of relatively light vertical channels 3| and 32 and angle post 33. Posts 3i and 32 are connected to vestibule end frame horizontal IT by angle 3Ia and bar 34, respectively. Post 33 is braced from end frame top member l9 by angle bar 35. The space between posts 32 ano. 33 and the adjacent portion of the body end wall 4 beneath the level ,of member Il may be conveniently inclosed by the supporting training by corner angles 40, 4|, 42, 43 and 44 (Figures 3 9, 16 and 17).

On the outer side of this closet space is a rela-v tively narrow space'45,'located between the closet wall plate 31 and the car side sheet 2 and extending vertically from the bufier beam to the upper horizontal l1. This space forms apocket the movable end structure (Figures 3, 14 and 19). On the opposite side of the vestibule'an upright end wall'plate 36a is secured to the diagonal end frame'adjacent the step opening.

At the left hand .side of the vestibule, shown as the'upper portion of Figure 7, a light frame or bracket projects outwardly from the buffer beam beneath floor plate 36 for mounting the lower edge of the car side sheet 2, this bracket including a longitudinal 41 forming a continuation of the side sill 8 and a transverse member 48 connecting the outer extremity of member 41 with the buffer housing 25. This bracket is arranged as at 49 for the attachment of a roller bearing 50 (Figure 13) for supporting the movable end structure in its telescoping movement in pocket 45.

A bracket 5| is secured to the wall 31 above roller side apron 46. The frame is formed of vertical and horizontal members 55, 56, 51, 58, 59, 60 and 6! (Figure 4) and top member 62 forming substantially a continuation of corner posts and 5B. Members59 and 60 are located at approximately the levels, respectively, of the buffer beam l6 and the vestibule end-frame horizontal I'I forming part of the body stationary end structure. The bottom member 59 is centrally recessed'at 5|a (Figure 4) to clear the buffer mechanism. The top member 62 conforms in curvature with the top of the car body and is braced by vertical struts 63.

Each of the frame members of the movable end structures described is fiat on its outer surface and these cooperate to form face plate structure for engaging the corresponding portion of the corresponding movable end structure on the adjacent car. 'Projecting transversely from one side and the top edge ofthe face plate frame and integral therewith 'is an apron supporting frame including bottom horizontal 64, a curved inner edge beam extending from member 64 I left hand edge (Figure 4) to the tapering post. l5.

merging with the outermost corner of the vestibule platform adjacent the step opening. A

direct supporting hinge connection is provided at the bottom as shown in Figure 6. This hinge comprises the perforated boss or lug 2| on the corner post l5, asuperimposed supported lug TI on the adjacent portion of the movable end strucnecting the hinge lugs.

Flexible hinge connections are provided above the bottom hinge which permit relative vertical angular displacement between the body and movable end structures resulting from the passing of the-car over a sharply changing incline. Each of .the flexible connections is similar to that shown in Figure 5 in which a link 13 is pinned to the lugs 14 on the movable end structure corner post 55 and to the lugs 22 on the vestibule corner post ture, and a. pin 12 closely fitting within and con- I5. Pin 12 in the bottom connection. is permitted '69 are in lapping or telescoping relation, respectively, with the portions of the vestibule floor 30, the car side wall 2 and top I projecting beyond the slanting vestibule end wall, these portions constituting, in effect, body end structure aprons cooperating with the movable end structure aprons.

As shown in Figures 3 and 14, the'movable end structures C and D are pinned to diagonally opposite corners of the adjacent vehicles A and B with the face plate portions abutting. Sumcient space is provided between the buffer beam l, the bracket forming members 41 and 48, and the vestibule floor plate 30, in the pocket 45 and beneath the curved roof member I, to permit relative telescoping of the movable end structure aprons between the extreme positions indicated inFigure 14, in which the left hand structure C is compressed, and the right band structure D is correspondingly. expanded.

' In order to support the movable end structure at the side opposite the hinged connection, vertically spaced rollers 50 and 52 journaled in the car body end structure engage, respectively, downwardly facing and upwardly facing surfaces of the bottom side apron frame member 64. These rollers serve as anti-friction bearings for the movable end structure and also resist: vertical movement of the same relative to the associated body end structure.

A strip 15 of spring brass or similar material is secured to the end edges of the body side and top walls and overlaps the crevices between the same and the telescopingtop and side aprons of the movable end structure. The strip 15 serves as a weather seal and preferably yieldingly engages the movable aprons. The bottom apron 21 and the overlapping vestibule floor 35 constitute weather seal bafliesat the bottom of the structure. J

A lip 76 extends along the inner edge of the movable top apron 69 and forms a drainage chant nel for collecting moisture and cinders, which may sift past the sealing strip 15, and conduct the same sidewardly (see Figures 16, 17 and 18). A lip TI on the outer edge of the vestibule roof sheet 39 leads to an opening Ila at the side and serves a similar purpose. A plate 18 secured to the intermediate horizontal member 66 of the movable and structure face plate frame extends immediately above the vestibule roof sheet and has a lip 19 on its inner edge for conducting foreign particles to the open sides and 8| thereof. This member serves as a baflie to additionally protect the passageway through the center of the car end structure.

Each movable end structure is normally urged outwardly by lower and upper bufier devices 82 and 83 (Figures 3, 10, 12, 14, 15 and 18), which formed integral with the movable end structure bottom member 88and extends through an opening 88 in the buffer beam I8 and an aligned opening in the car end sill. A coiled spring 88 is compressedbetween the outer surface of the end sill and a collar 88 on the buiferstem. During relative movement of the body end andthe movable end structures, the front end of the stem 84 also moves asmall amount in a horizontal transverse direction while the rear end pivots on its seat adjacent to the opening in the end sill 1.

The opening 88 in the buifer beam provides clearance for stem during its horizontal transverse movement. Excessive outward movement of the movable end structure is prevented by engage-.

ment of a nut 88( Figure 3) on the extreme end cfthe buffer stem with the inner surface of the end sill.

Each upper buffer device 88 (Figures 15 and 18) comprises a stem 8| pivoted to perforated lugs 82 integral with horizontal 88 and a coiled spring 88 seated in housing 84 and engaging a collar. on the buffer stem. Housing 84 is formed integral with the vestibule end frame horizontal I1. A nut 88 serves to prevent excessive outward movement of the upper part of the movable end structure.

A vestibule doorway is provided in the car side adjacent the movable en'd structure hinges and opposite the side apron pocket 481 bracket I4 depends beneath this door opening and additional steps 81 are supported on this bracket and on the top step I8 formed integral with the platform framing. Thus passengers enter the end of the car on one side only and may .enter diagonally opposite corners of adjacent cars in a train.

The intermediate car body and vestibule end posts 8, 8I and 82 and the movable end structure center posts 88 and 81 of the adjacent cars co operate to form a restricted passage between the cars. Curtains 88 connecting the longitudinally aligned vestibule end posts protect the sides of this passageway from particles caught by the overlying webs 8.8, 88 and 18 (Figures 15 to 18) and directed sidewardly by the elevated ribs 11, 18 and 18. Face plate forming members 58, 81 and 88 of the movable end structures 0 and D may be positioned to cooperate with the face plates used with the present restricted bellows-type diaa m.

Mounted in the side door opening of each vestibuleare doors E, each formed of a pair of ver-tical panels which may be folded upon each other in the open position (Figure 3-) within the space above the tread of the bottom step. when closed,

these doors are streamlinedwith the. side wall of the car and the adjacent movable side apron. Any suitable door may be provided.

Figures 20 to 24 illustrate a movable end struc- I88 and I 8I bottom member'I82' recessed at I88 to clear the buffer housing, intermediate horizontals I84, and a top horizontal member 188. Se-

cured to. member I 88 is .a separate top her The step which preferably of lighter metal or material, such as aluminumor flbre, and including attaching base I88, a curved top member I81, and short vertical struts I88, forming the upper portions of the face plate structure, and a web I89 curved in transverse section and forming the top movable apron. Curved web I88 is reinforced by ribs II8 ribs I2I, side apron I22 and bottom apron I28.

Hinge lugs I24 and I25 and buffer lugs I28 are also formed integral with the casting.

Figures 29 to 33 show a carbody end construction H and hinged movable end structure J similar to the corresponding parts described in Figures 1 to 19, except that the buffer beam I2I'i's arranged for mounting a wide double spring buffer device I28. The movable end structure bottom member I28 is recessed at I88 a suflicient width to clear the enlarged bufler device. It will be observed that the movable end structure is supported entirely independently of the buffer mechanism and, accordingly, any suitable buffer device may be provided without reference to requirements for supporting this ,movable structure.

In 'Figure 33 is clearly shown the means for supporting the swinging edge of the movable end structure upon the car platform, which means consists of rollers I8I and I82 engaging respec-.- tively upwardly facing and downwardly facing surfaces of the member I88 at the bottom of framing mounting the side apron I84 and bottom apron I88.

' In Figures 34 to 43, the side portions I88a and I88b of the bottom apron of movable end' structure K extend beneath the buiier beam I88 and the intermediate portion i88c of the apron extends above the buffer beam and immediately beneath the vestibule floor I88. In order to close the space between the adjacent edges of the portions, I88a. and I880 and portions I88!) and I880, respectively, of the bottom apron, an auxiliary bellows-type diaphragm is provided consisting of folded strips I48 of flexible material. -'l1'hes e strips extend between the bottom horizontal I4I of the movable end structure and the vertical fins I42 projecting laterally from the buffer housing, This divided construction of the bottom apron makes possible the extension of the platform framing including diagonal I48, longitudinal I44 and the end frame or buffer beam I88 a sufiicient distance outwardly from the car and sill I48 to' support the entire vestibule floor and the substantialvestibule upright end framing members I48, I41 and I48. In this arrangemenathe buffer beam I88 is permissibly less sharply inclined to the center linefofthe car than in the previous forms.

Longitudinal I 48 and transverse member I481:

form a light frame or bracket projecting outwardlyfrom the end sill I45beneaththeplatform framing for attachment of the car side sheet I88, this' sheet being omitted in Figures 35 and 86 for clearer illustration; Space I8I is provided between the bracket and the overlyingplatform for telescopingly receiving portion I88a of the movable hottom apron (Figures as and s7). Secured to this bracket and end sill m is a horizontal plate I52 carrying a weather seal strip I53 at its outer edge for yieldingly engaging the sections Il6a and I56b oi the bottom apron and serving as an additional weather seal. The provision of the substantial vestibule end members I46, I41 and I46 makes unnecessary the provision of additional light framing shown in Figures 1 to 19 for supporting the vestibule floor. Also the body" and framing may be omitted except adjacent the stair opening, as at I54, and the car interlor'may thus be extended substantially continuously to I51, but does not interfere with the telescoping movement of this apron. In-Figures and 42 are shown the movable end structure bottom builfer stem I59 passing through openings I60 in the bufler beams I38 and I6I in the end sill I45.

In Figures 44 to. 48 the bottom apron I62 of the movable end structure L extends above the buffer beam I63 from side'to side as in the first forms described. Projecting horizontally above and outwardly beyond the buiier beam and the inner edge of apron I62 are a series of longitudinal beams I64 carried upon the platform and upon'which is mounted the vestibule floor I65. At the left hand side of the vestibule, the upper portion of Figure 44, where the diagonally disture in this form is otherwise the same as in Figures 1 to 19, except that the angular braces, 34 and 35 (see Figure 15) may be eliminated, the bracing beams I64 being adequate to support the vestibule floor. i v

The car stationary and movable structures described are of substantial construction calculated to withstand hard usage incident to high speed operation. The rigid movable aprons are obviously more durable and better adapted for streamline purposes than the bellows-type diaphragms now iirgeneral use. The diagonal disposition of the latform end frame or buffer beam as. well as e vestibule end framing will tend to prevent telescoping of adjacent vehicles in case of abnormal impact, as under derailment or collision conditions, by causing the end of one vehicle to be displaced sidewardly relative to the other.

Preferably the intermediate vertical center posts of the movable end structure transverse framing are positioned to cooperate with the face plates at present utilized in connection with the narrow diaphragms, although obviously the full advantages oi the construction are attained only where two cars with the novel cooperating end structures are connected together. The various overlapping aprons are preferably positioned together as closely as possible and if this proximity should give rise to undesirable scraping or clattering between the parts, suitable means may be provided for deadening the objectionable diaphragm aprons of relatively soft material such as fibre or wood.

.The invention may be advantageously utilize in connection with blind end cars, with articulated cars in which a single truck mounts the adjacent ends of'two car bodies, locomotives, or any other streamlined railway vehiclehaving a load carrying body. The invention is not limited to the exact details of the embodiments described but obviously many of the 'features may be modifled to meet-special conditions as will occur to those skilled'in the art and the exclusive use of all such modifications as come'within the scope of the appended claims is contemplated.

.What is claimed is:

1. In combination in a railway. train unit, adjacent vehicles having opposing movable end structures, the movable structure on each of said vehicles being hinged to a stationary member. at one side thereof, said structure extending transversely of the vehicle to theother side thereof and being there movable, about its hinge, longitudinally of the vehicle', the hinge part of one structure abutting the longitudinally movable part of the other structure. 7

2. In combination, adjacent vehicles including connected body end structures, and movable end structure between the same and pivoted to di-, agonally opposite corners of said body end structures and having aprons in telescoping overlapping relation with the sides of said body end structures opposite the corners on which they are pivoted.

3. In combination, adjacent railway vehicles sounds such, for instance, as the formation of the including body side, top, and bottom walls, and.

body-connecting structure including relatively movable members each pivoted to one of said vehicles and having aprons in overlapping relation with the side, top and bottom walls of the vehicle to which the structure is pivoted, the aprons on said members extending inside said walls and cooperating to close the space between the bodies of said vehicles to form a streamlined unit with said adjacent vehicles.

4. In combination, adjacent vehicle bodies and connecting structure therefor including relatively movable members hinged to diagonally opposite corners of the adjacent ends of said vehicles and aprons in lapping relation with the sides thereof, said vehicles having diagonally opposite side doors adjacent said hinge corners.

5. In a railway vehicle, a body including stationary end structure, and movable end structure on said body end structure and disposed to cooperate with end structure on an adjacent vehicle, the sides and top of said movable end structure forming extensions of the sides and top of said body and the sides and top of said movable end structure being positioned inside. the sides and top of said body end structure.

6. In connecting structure for railway vehicles, a frame, an apron member adjacent an outer edge of said frame, a baiile projecting from said frame and spaced from said apron member, and a drainage channel on said baiiie.

7. In combination, vehicle body end structure comprising vestibule forming members including a top plate, and movable structure including an apron in telescoping relation with a part of said body end structure above said top plate and a member extending immediately above said top plate and beneath said' apron and including means for carrying oil water and dust particles be- A heath said apron.

8. In-combination, vehicle body end construction including end framing, a'floor plate, and a bracket projecting from said framing, movable end structure for connecting the body to an adjacent vehicle and including an apron in lapping relation with said floor plate, and a. weather seal member mounted on said bracket beneath said plate and apron.

9. Structure for connecting railway vehicle bodies and including a metal frame arranged to extend substantially from side to side of the vehicle bodies and integral lugs for attaching buffer stems for yieldingly thrusting the structure from one -of the vehicle bodies.

10. Railway vehicle body end construction including a continuous pocket adjacent one side and the top thereof and extending substantially from top to bottom and from side to side of the 'same for receiving a relatively movable plate structure for connecting the vehicle body with an adjacent vehicle.

11. Railway vehicle body end structure including body top, side and bottom members forming a transverse upright frame extending diagonally of the longitudinal center line of the vehicle, and

structure on said frame for mounting a movableend member for connecting adjacent vehicles and arranged for telescopingly receiving a part of said movable end member.

12. In a railway vehicle, side wall members, upright end structure extending diagonally from one of said side members to the other and serving to resist telescoping of the vehicle with an adjacent connected vehicle, there being a pocket adjacent one of said side wall members for receiving a movable end member for connecting adjacent vehicles.

13. Railway vehicle body end construction including hinge elements adjacent one side thereof for mounting movable structure for connecting the vehicle body with an adjacent vehicle, and a vertical pocket adjacent the other side thereof for telescopingly receiving a part of said movable structure.

14. Vehicle end construction including a corner post with hinge elements for mounting movable structure for connecting the vehicle body with an adjacent vehicle, body end framing extending diagonally therefrom to the opposite side of the vehicle, and a pocket in said opposite side for receiving a part of said movable structure.

15. Vehicle end structure including top bottom and side members, one of said side members hav ing hinge elements for attachment of movable structure for connecting the vehicle body with an adjacent vehicle and the other side member being arranged for telescoping association with 'a part of said movable structure, and door framing elements formed as part of the structure immediately adjacent said hinge elements.

16. In a vehicle end structure, a rigid upright end frame member extending diagonally of the longitudinal center line of the vehicle, a-movable upright end member having an inwardly extending apron on its lower portion, a floor above said apron, and members projecting outwardly from said end frame member for supporting said floor.

17. In a railway vehicle body end structure, a buffer beam extending diagonally of' the longitudinal center line of the vehicle, a member projecting longitudinally outwardly from saidbeam at one side of the vehicle for mounting a body side sheet, and a pocket adjacent said beam for receiving a movable end member for connecting the vehicle with an adjacent vehicle.

18. In railway vehicle body end construction, a buffer beam extending across the vehicle, there being elements adjacent said beam for telescopingly receiving movable structure for connecting the vehicle body with an adjacent vehicle, and a bracket projectingoutwardly from said beam for mounting body side plates and a weather seal for association with said movable structure. 7

19. Railway vehicle body end construction including an underframe end sill, platform framing projecting outwardly therefrom, and a bracket projecting from said sill beneath said framing for mounting a weather seal plate, the space between said framing and said bracket serving to telescopingly receive movable structure for connecting the vehicle body with an adjacent vehicle.

20. In vehicle body end construction, end framing including a buffer beam extending diagonally of the longitudinal center line of the vehicle, a floor plate projecting outwardly from said beam, and structuresupporting said plate from said end framing above said plate.

21. In combination, railway vehicle body end framing and movable structure pivoted to said framing adjacent one side of the body and extending substantially to the opposite side thereof for connecting the vehicle body with an adjacent vehicle.

22. In combination, a vehicle body including rigid roof, floor and wallmembers, and movable structure for connecting the vehicle'body with an adjacent vehicle and including rigid aprons mounted on said body disposed in slidable lapping relation and substantially flush with all of said body members said structure also including a face plate for abutting directly against a corresponding element of similar structure on an adjacent vehicle. 7

23. In combination, a car body including a rigid end wall, side and roof members projecting beyond said wall, and a movable structure independently secured to said body and including rigidly connected side and roof aprons disposed in lapping relation and substantially flush with the projecting portions of said body side and roof members terminating in face plate elements for abutting corresponding elements on an adjacent vehicle.

24. In combination, a car body including an end wall and side, floor and roof members projecting beyond saidwall, and movable end structure including a frame hinged to one edge of said body and extending substantially to the other edges thereof,,and aprons extending immediately adjacent to and in lapping relation with the projecting portions of said body members.

25. In combination, a vehicle body end structure and a movable end structure including an face-plate-forming elements and aprons in lapping relation and substantially flush with said body top and side members.

27. In combination, vehicle body end structure tion including a buffer beam with a portion for receiving a buffer device, and a member extending transversely of the vehicle for connecting the vehicle body with an adjacent vehicle and including anapron in lapping relation with said beam and extending above said buffer receiving portion thereof and beneath the portions thereof at the sides of saidbuffer receiving portion.

Y movable end structure on one vehicle including face plate elements located substantially inward ly from the sides of the vehicle body and movable end structure on the other vehicle including a frame extending substantially from side to side of the vehicle and having aprons flush with the top and a side and having intermediate vertical posts disposed to abut said face plate elements.

' 30. In a vehicle, body end construction including side members and end framing extending diagonally from one of said members to the other, and movable end structure for connecting the vehicle body with an adjacent vehicle and having an apron in lapping relation with one of said side members, there being a door opening in the other side member immediately adjacent said end framing. I

31. In a railway vehicle, body end construction including a doorway at one side thereof and closet forming elements at the other side thereof,

and movable end structure pivoted to said body end adjacent said doorway and extending adjacent said elements and across said body end for connecting the same with an adjacent vehicle.

32. In combination, vehicle body end structure,

vehicle body with an adjacent vehicle and including a frame extending transversely ofthe vehicle, and a horizontal link pivoted to said end construction and to said frame and constituting a flexible pivotal connection therebetween, said pivotal connection having vertical axes.

34. In combination, vehicle body end structur movable end structure for connecting the vehicle body with an adjacent vehicle and including a frame extending transversely of the vehicle, a

simple pivoted hinge connection between the lower portions of said body and movable end structures, and a flexible hinge connection between the .upper portions of said structures to accommodate relative tilting of said bodyand movable end structures as well as relative pivoting thereof in a. horizontal plane.

35. In combination, vehicle bodyend structure,

movable end structure for connecting the vehicle, body with an adjacent vehicle and extending transversely of the vehicle'and pivoted at one end to said body structure so that its opposite end portion moves substantially longitudinally, and

an anti-friction bearing between adjacenti parts of said body end structure, and opposite end of said movable end structure to facilitate longitudinal movement of the associated portion 0 :said movable end structure.

36. In combination, vehicle body end structure,

movable end structure for connecting the vehicle body with an adjacent vehicle and including a frame extending transversely of the vehicle and pivotally supported at one side on said body end structure, and a rolling bearing supporting the other end of said frame on said body end structure.

37. In combination, vehicle body end structure,.

movable-end structure for connecting the vehicle body with an adjac'ent vehicle and extending transversely of the vehicle, and anti-friction bearings cooperating respectively with upwardly and downwardly facing. bearing surfaces of one of said structures to facilitate relative movement of said surfaces longitudinally of the vehicle while preventing relative-vertical movement thereof.

38. In combination in a vehicle, body end construction including end framing and side doorway elements, movable end structure for connecting the vehicle body with an adjacent vehicle and pivoted to said body adjacent said elements and including an apron in lapping sliding relation with the side of said body construction opposite said doorway elements, and a door associated with said elements, said movable structure and door forming elements of a streamlined exterior surface for the vehicle.

39. Movable end structure for connecting adjacent railway vehicle bodies and comprising a lower body part arranged to extend transversely of the vehicle and having elements for mount: ing the same upon the vehicle, and an upper body part formed of lighter material than .said lower body part and including an apron and elements for attaching said second-mentioned part to said lower body part.

40. A movable end structure for connecting adjacent railway vehicle bodies and comprising an integral cast metalbody part arranged to extend transversely of the vehicle and including hinge elements for attaching the same to the vehicle body and a part attached to an edge of said cast body part and formed of material substantially lighter than the same, said secondmentioned part including an apron. projecting transversely of said body part for telescoping as-' sociation with the vehicle body end construction.

41. In combination, railway vehicle .body and construction including a buifer beam and a floor plate above and projecting beyond the same, a

movable end structure extending transversely of.

the vehicle for connecting the vehicle body with an adjacent vehicle and including a portion substantially paralleling said floor plate and spaced vertically therefrom and movable relative to said buffer beam, and an auxiliary upright diaphragm closing the space between said buffer beam, said floor plate, and said portion.

42. Vehicle body end construction including platform framing, abuifer beam, and a floor supporting element carried by said framing and projecting horizontally beyond and spaced above said beam, space being provided between said element and said beam for receiving part of a movable end structure for connecting the vehicle body with an adjacent vehicle.

43. In combination, vehicle body end construction including platform framing, horizontal members carried on said framing and projecting beyond the same, and flooring on said members,

70 bysaid corner structure.

and a movable end structure for connecting the vehicle body with an adjacent vehicle and including framing extending transversely of the vehicle and an apron projecting between said members and a portion of said framing and in telescoping relation therewith.

44. In a railway vehicle, an underframe transverse end member, and a movable end member extending across the vehicle for connecting the vehicle with an adjacent vehicle and pivotedat I one end of said underirame member:

45. In a railway vehicle, rigid body structure including an underi'rame transverse end member and a corner post, and a movable end member extendingfrom 'side to side of the vehicle for engagement with an adjacent vehicle an hinged to said cornea post.

46. In a railway vehicle, body end structure including an underframe transverse end mem:

her and a corner poat rigid with one end of said end member, there being a recessed portion at the other end of said body end member, a movable endmember extending transversely of the vehicle for engagement with an adjacent vehicle,

and rearwardly projecting apron structure at the stop and one side of said movable end member,

said movable end member being pivotally connected to said corner post and said recess accommodating substantially longitudinal movement of said apron relative tosaid member.

47. In a railway vehicle, body end structure including an undrframe transverse end member and corner posts rigid with the ends of said end member, and a movable end member extending from side to side of the vehicle for engagement with anadjacent' vehicle, one of said corner posts pivotally supporting said movable end member and said movable end me'mber moving as a unit about said post.

48. In a railway vehicle, an underframe, a butler beam rigidly supported by'the end por-' tion of said 'underframe, said builer beam in-. cluding a housing for supporting buifer mechanism, a support on said buiIer beam for a coupler or draw.bar, a support and housing on said 'buil'er beam for draft gear, a corner post supported by said buil'er beam, and a movable end member extending transversely of the vehicle and pivotally supported by an end portion of said buffer beam and by said corner post.

49. In a railway vehicle, a movable end member extending transversely of the vehicle from side to'sideaud from top to bottom for engagement with. an adjacent vehicle, and a transverse endmember extending substantially from side to side of the car and forming a strong and rigid ner structure, and a movable end member extending transversely of said body from side to sideand from top to bottom for engagement with an adjacent vehicle and pivotallycarried 51. .Arailway vehiclebody end structure and a/ movable end member mounted thereon for connection with an'adjacent vehicle, said memher being in telescoping relation with at least one side and the top' of the end portion of said body and the telescoping portions of said member extending inside of the end portions of said in close proximity to the vertical plane of saidface frame, and aprons projecting rearwardly from the top, bottom, and side portions of said face frame soas to overlap and be movable relative to the body end structure in close proximity to the outside thereof without binding therebetween.

53. A railway vehicle body end construction I including hinge elements on one side thereof for mounting movable structure for engaging the structure, movable end structure for connecting the vehicle with an adjacent vehicle and pivotally supported at one side by said body end structure, and a rolling bearing between said structures at the other side and arranged to facilitate movement of said movable structure longitudinally of the vehicle. I g I 55. A'railway vehicle body-connecting structure including a frame with an outer face plate arranged to extend substantially from side to side and from top to bottom of the vehicle body, and a plate member extending transversely of said face place and constituting an apron for closing the opening between adjacent car bodies, said frame including a;portion extending laterally of said face plate across said plate member to mount and brace the latter.

56. In a railway vehicle, body side walls, a door frame in the end portion of one of. said side walls, there being a longitudinally opening pocket formed in part by the corresponding portion of the opposite side wall, said pocket being constructed and arranged to receive the side apron of a movable structure for connecting the vehicle body with an adjacent vehicle body.

57. In combination, railway vehicle body end construction including a buffer beam and a buffor housing projecting therefrom,- and movable :end structure for connecting the vehicle body with an adjacent vehicle and including a bottom apron having a. central portion located at the tion with an adjacent vehicle and including framing extending substantially flush with the sides, top, and bottom of said body structure and a streamlined bottom apron' extending beneath said 'bottom member for reducing resistance to air streams passing beneath said movable structure.

- H. M. PFLAGER. 

